Lateral-motion appliance for locomotive driving boxes



A. W. BRUCE.

LATERAL MOTION APPLIANCE FOR LOCOMOTIVE DRIVING BOXES.

' APPLICATION FILED mats. 192i.

1,414,456. v Patented May2,1922.

2 SHEETSSHEET I.

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A. W. BRUCE.

LATERAL MOTIONAPPLIANCE FOR LOCOMOTWE DRIVING BOXES. APPucAmh FILED AUGJB. 1921.

1,414,456 Patented May 2,1922

2 SHEETS-SHEET 2.

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'WITNESSES I Mia $544 enabling a locomotive, having a compara tively long rigid Wheel base, to pass through .curves of comparatively short radius, withisa View, the right hand half of which is an outer end elevation of a locomotive driventree stares Amman weaves, or nnwxonx, nqv.

LATERAL- Morton arrmaiwn roe LoooMo'rIvE DRIVING BOXES.

. Sp q e s et t- [Patented May 2, 1922.

Application'filed August 18, 1921. Serial'No; 493,300.

To all whom it may 0012 cam? Be it known that I, ALFRED Bruce, a

fication. v

The object of my invention is to provide;

means for affording and Controlling lateral motion in the driving boxes of locomotive' engines, which shall be of simple and inexpensive construction, and of special applica bility in connection with the rear drivingf axles of locomotives in which trailing trucks are not applied, with the result of out liability'to derailment, and without inducing undue orexcessivewear of' wheel flanges and rails. I I The improvement claimed" is hereinafter fully set forth.

In the accompanying drawings: Figure 1 in box, and anouter side elevation of-its pehlestal, and the left hand, half, ,averti'cal transverse section through thedriving box and axle, 0n the line a a of Fig. 2, illustrat ing an application'of my invention;fFig. 2, a vertical transverse section through one of the side frames,andaside view, partly in section, of one of the members of the drivingbox structure; Figf a partial plan view of the spring and equalizer supporting beam; Fig. L, a view; taken similarly to- Fig. 1, illustrating a structural modifi.ca--

' tion; Fig. 5. a' vertical transverse section through theside frame of'Fig. 4, anda side view of the a'djoining member'of the driv: ing box structure; Fig. 6 ,"a half plan or top view; and, Fig. 7, a vertical transverse section through one of the side frames, and a longitudinal section through the adjoining -member of the driving box structure, ontheline b b of Fig. a. r

My invention is gine, the frameof whichis ofthe standard ,5, secured removably in position by bolts.

herein exemplified as applied in connectlon wlth a locomotive en-.

" bar type, and comprises twoside' members, which are, as in present practice,

spaced at the maximum distance apart available underthe necessary limitation imposed by the Width between driving vheel hubs.

Each of the side frame members comprises, sofar as the portion thereof in which the driving axles are fitted, is concerned, the usual top rail, 1, bottom real, 2, and connesting vertical pedestals, each of which consists of a pair of pedestal jaws, 3, in

which one of the sections. of a driving box structure, hereinafter described, is fitted,

between a wedge and a shoe, in the ordinary 'manner.- The open space between the sections of the lower frame rail, at the bottom of the pedestal, is spanned by a pedestal tie,

In'the practice ofmy invention, referring descrlptively-to the specific embodiment thereof-which is herein exemplified, llpro vide' a continuous driving box structure which accords, in all substantial particulars,,- with that set forth in Letters Patent of, the 1 United States No. 1,057,220, granted and issued March '25, 1913, to Francis vel Cole.

Said ,driving box structure is not, therefore, in and of itself, claimed as of my invention and needonly be sufliciently' herein described to make clear 1t-s function of directly applying to the drivingaxle, 8, the

port-ion of the weight of the locomotive which 1s carried upon said axle.-

Two open'bottom sections, each of which has an integral driving box,- t, of substantially ordinary construct on, formed on its outer end, abut, and are secured together, at their inner ends, by bolts, ,i passing through end flanges, 49, 011 the sections, andv nuts, thereby constituting the continuous driving box structure above referred to. The properlongitudinal relation of the sections maybe adjusted by interposed shims or liners, as'desired. A. journal bearing, 4, fitting on, and corresponding one of the driving axle journals, is fitted in length with,

in each of the driving boxes, and a lubricantzce'llana is fittedlin each of the driving box sections, below the axle journal, and is heldirenlovably inposition by bolts, in

the-usual manner. The usual flangeficlear- 'ance' Tis"provided inthedrivingboxes, al-

throug springs, bearingontheside frame members, and connectedto equalizers, l3,

supporting 10 V which bear centrally on seats, 10*, at .the ends of a ri id yoke or spring and equalizer cam, 10, extendingtransversely on the locomotive,

tically, but not laterally, relatively to the latter.

As shown in Figs. 1 to 3 inclusive, the

supporting beam extends into the spaces be-- tween the pedestal legs, 3, and, in such case, the upper surfaces of the top ralls, 1, of the a side frames, are elevated above the level of said rails, between the pedestals, as most clearly shown in F ig, 1. In applications to existing locomotives, the supporting beam may not be extended between the pedestal -legs, and elevation of the top rails will not 25 be necessary, as indicated in :Fig. 14.

The ends of the supporting beam, 10, are supported upon the driving boxes, through the intermediation of vibratable rockers, 11, which are of the three point suspension type,

and, in the instance shown, normally hear at two points on'thedriving 'boxastructure, and atone point on the supporting beam. 1 A reverse disposition of the bearing points =-or the rockers, would manifestly have'the v the mechanical equivalentof that illustrated j eral pockets, 10 the lower surfaces of which same operative effect, and would constitute in the drawings, The rockers, 11, are set in lateral pockets, 4, formed integral with'the driving boxes, 4, and bear on recessed seats,

and the supporting beam, 10,

4*, therein, th h 1 t roug a bears, in turn, on the rockers,

are oppositely inclined. The end walls, 10, of the pockets 10", form stops, which fit,w1th easy working clearance, against the inner sides ofthe'u'pper frame rails, and thereby 'oftwo side frames; a continuous driving gboxprevent lateral movement of the beam, 10,

without interfering with its vertical movements.

The ends to underhung springs, 15, which bear on the side frame members in the ordinary manner, and, as shown in Figs. 4 to 6 inclusive,

the springs on opposite sides'of the locomotive may be connected by transverse equalizers, 14, so as to compensatefor unequal vertical movements 'on opposite sides. In

"the instance exemplified, the transverse -.equalizers, equalizers, 13, by hangers, 13?, and with 14, are connected with the side springs, 15, by hangers, 13

In the operation of a locomotive engine in which ,my invention is applied, when-the continuous driving box structure is laterally deflected, in either direction, from its norbetween the driving box structure, and the upper rails of the side frame members, and adapted to move ver- I of the equalizers, '13, are coupled mal position, relatively to the side frame members, which deflection is effected by the "locomotive'froma tangent to a curve of the track, the accompanying lateral movement of the drivingbox structure, swings the rockers, 11, in direct-ion similar to that of the movement of the driving box" structure. This movement of the rockers, which acts toraise the supporting beam, 10, is resisted by the weight carried thereon,..this

resistance acting through the rockers, 11, and being determined by the angularity of lines connecting the axes of their bearing points. The beam, 10, beingprevented from moving laterally,the' springs, 15, participate in it vertical movements, as the resistance stated is overcome, without disturbance-of their relation, laterally, to theside frame resistance of the rail decreases, in the passage of the locomotive from a curve to a tangent of the track, the superimposed members or equalizer connections. As the g weight on the rockers, 11, forcesthedriving box structure to its normal position, and the load is again carried on all three bearing points, as indicated in the'drawings:

The desirability of the applicationgof my invention in connection with the rear driving axle of -locomotives which are notpro vided with trailing trucks, will beobvious to those familiar withjthe operation of locomotivesofvsuch type. The disposition 'of the supporting beam, equalizers, andsprings, I

is such as to present the maximum of unob'n:

structed space above them and between the driving wheels, and thereby to permit the 1 i ashpan and its accessories to be properly located, without being interfered with :by any members ofth'e weight distributing supporting mechanism. 1 I claim-as my invention and desire J10 secure by Letters Patent:

1.. In a locomotive eng1ne,the' combination structure, fitted, with the capacity of relative vertically movable spring and equalizer supporting beam, which extends into the spaces between the jaws of opposite pedestals ofthe side frames; and vibratable-rockers, in-' terposed between, anclbearing on, the driving box structure and the supporting. beam.

2, In a locomotive engine, the combination of two side frames, the tops rails of which.

tically movable spring "and;equalizer' supporting beam, which extends into the, spaces between the jaws of opposite pedestals of the and transverse movement, therein; a superposed V side frames; and vibratable rockers, interrocker pockets on its bottom; and vertical posed between, and bearing on, the driving. stops, between said pockets and its ends, for

box structure and the supporting beam. the prevention of end movement.

3. In a locomotive engine, a spring and ALFRED W. BRUCE. 5 equalizer supporting beam for driving box Vitnesses: V lateral motion appliances, having equalizer J. SNoWDEN BELL,

seats on' its top, adjoining its ends; lateral HELEN R. HARRISON. 

